Vehicle drive assistance system

ABSTRACT

A vehicle drive assistance system is provided, which includes a processor configured to execute a required driving ability estimating module to estimate a driver&#39;s driving ability required for driving a vehicle based on a traffic environment around the vehicle and drive assistance provided to the driver by the vehicle, a current driving ability estimating module to estimate a driver&#39;s current driving ability, and a changing module to reduce the required driving ability by performing reduction processing in which comprehension of the traffic environment by the driver is facilitated when the current driving ability is lower than the required driving ability.

TECHNICAL FIELD

The present disclosure relates to a vehicle drive assistance system, and particularly to a vehicle drive assistance system that provides drive assistance according to a driving workload and a driving skill.

BACKGROUND OF THE DISCLOSURE

For example, JP2015-110417A discloses a drive assistance device that increases a degree of assistance of a driving operation (e.g., a degree of assistance when parking) when a driving skill of a vehicle driver is insufficient against a required level corresponding to an environmental difficulty based on an outside environment.

However, simply increasing the degree of assistance enhances the driver's apparent performance but does not enhance the driver's driving skill itself. By enhancing the driving skill, safety and reliability are developed for a vehicle and a higher level of drive safety is expected.

SUMMARY OF THE DISCLOSURE

The present disclosure is made in view of solving the issues described above, and aims to provide a drive assistance system, which enhances a driving skill of a vehicle driver through drive assistance.

According to one aspect of the present disclosure, a drive assistance system is provided, which includes a processor configured to execute a required driving ability estimating module to estimate a driver's driving ability required for driving a vehicle based on a traffic environment around the vehicle and drive assistance provided to the driver by the vehicle, a current driving ability estimating module to estimate a driver's current driving ability, and a changing module to reduce the required driving ability by performing reduction processing in which comprehension of the traffic environment by the driver is facilitated when the current driving ability is lower than the required driving ability.

With this configuration, when the required driving ability exceeds the current driving ability, since the reduction processing of facilitating comprehension of the traffic environment is performed, it becomes easy for the driver to comprehend the traffic environmental situation. Therefore, the demand for comprehending the traffic environmental situation is reduced, and thus, the required driving ability drops. Since the driving workload decreases in this manner, the driver can focus on the driving operation of the vehicle. Thus, the driver performs the vehicle driving operation with more focus without relying on autonomous drive assistance in a traffic environment where a high workload is required, and as a result, the driver's driving skill is enhanced.

The reduction processing may include information amount reduction processing in which an information presentation amount to the driver by an on-board information presentation device is reduced.

With this configuration, since the information amount for the driver to process decreases, it becomes easy for the driver to comprehend the traffic environmental situation. The required driving ability drops in this manner.

The reduction processing may include line-of-sight leading processing in which the driver's line of sight is led to a given position ahead of the vehicle by a line-of-sight leading device.

With this configuration, when the line-of-sight leading device leads the driver's line of sight to the given position ahead of the vehicle, it becomes easy for the driver to comprehend the traffic environmental situation. The required driving ability drops in this manner.

When the current driving ability is lower than a given threshold, the changing module may preferentially perform line-of-sight leading processing, in which the driver's line of sight is led to a given position ahead of the vehicle by a line-of-sight leading device, over other types of reduction processing, the line-of-sight leading processing being included in the reduction processing.

With this configuration, a driver with relatively low current driving ability tends to have his/her line of sight at a position close to the vehicle, and therefore, the required driving ability is effectively reduced by leading the line of sight. For this reason, in the present disclosure, for the driver currently with low driving ability, the line-of-sight leading processing is preferentially selected.

When the current driving ability is still lower than the required driving ability after the reduction processing, the changing module may activate one or more autonomous drive control systems to further reduce the required driving ability.

When the required driving ability does not drop to around the current driving ability by the reduction processing alone, this means that the required driving ability is extremely high. Therefore, in this embodiment, to prioritize the safety of the driver over enhancing the driving skill, the required driving ability is reduced even more by adding the autonomous drive assistance.

The current driving ability estimating module may estimate the current driving ability of the driver based on drive history data of the vehicle and at least one of a physical state and a mental state of the driver.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram illustrating a relationship among a traffic environment, a driver, and drive assistance according to one embodiment of the present disclosure.

FIG. 2 is a chart illustrating a relationship between a driving demand and a driving performance according to the embodiment of the present disclosure.

FIG. 3 is a block diagram of a drive assistance system according to the embodiment of the present disclosure.

FIG. 4 is a diagram illustrating a change table (driving demand) according to the embodiment of the present disclosure.

FIG. 5 is a diagram illustrating a change table (driving performance) according to the embodiment of the present disclosure.

FIG. 6 shows views illustrating changes in a display mode of a navigation map according to the embodiment of the present disclosure.

FIG. 7 is a diagram illustrating line-of-sight leading processing according to the embodiment of the present disclosure.

FIG. 8 is a chart illustrating drive assistance processing according to the embodiment of the present disclosure.

FIG. 9 is a chart illustrating drive assistance processing according to the embodiment of the present disclosure.

FIG. 10 is a flowchart of the drive assistance processing according to the embodiment of the present disclosure.

DETAILED DESCRIPTION OF THE DISCLOSURE

Hereinafter, a vehicle drive assistance system according to one embodiment of the present disclosure is described with reference to the accompanying drawings. First, a driving demand and a driving performance used in the vehicle drive assistance system are described with reference to FIGS. 1 and 2. FIG. 1 is a diagram illustrating a relationship among a traffic environment, a vehicle driver, and drive assistance, and FIG. 2 is a chart illustrating a relationship between the driving demand and the driving performance.

As illustrated in FIG. 1, the driver is required to drive a vehicle to adapt to the traffic environment. The traffic environment involves various elements, such as a traffic amount (e.g., an intersection with a large traffic amount), a road structure (e.g., a road width and complexity of crossroads), weather (e.g., a wet road surface), a traffic participant (e.g., a child rushing out), a traveling state (e.g., a distance from the vehicle to another vehicle), a vehicle structure (e.g., a difference between an AT vehicle and an MT vehicle and the size of the vehicle), and vehicle performance (e.g., brake functionality). Therefore, according to the various elements of the traffic environment, the driver is required to have sufficient driving ability for adapting to the traffic environment (e.g., a careful steering operation, an attention to a rush-out of traffic participants, an attention to behaviors of other vehicles, and an attention to a blind angle).

Further, the driver receives various kinds of drive assistance from various on-board devices. The drive assistance mainly includes a drive assistance regarding information presentation (information-related drive assistance) and a drive assistance by an autonomous drive control system (autonomous drive assistance). These kinds of drive assistance lower the driving ability required for the traffic environment. In this embodiment, by taking into consideration this lowered amount by the drive assistance, the actual required driving ability for the traffic environment is defined as driving demand D (required driving ability).

Driving demand D=Traffic environment factor Dt−Drive assistance factor Da

Drive assistance factor Da=Information-related factor Di+Autonomous driving factor Dd

Meanwhile, the driver has a driving skill (technique) for driving the vehicle, adapting to such a traffic environment. However, the driving skill may not always be demonstrated fully depending on a physical (body) state or a mental (mind) state of the driver. In this embodiment, the driving ability actually demonstrated at a current timing based on the driving skill, the physical state, and the mental state is defined as driving performance P (current driving ability).

Driving performance P=Driving skill factor Ps−Physical factor Pp−Mental factor Pm

FIG. 2 illustrates the relationship between the driving demand D and the driving performance P. Within an area A₁ (e.g., point B₁), the driving demand D is higher than the driving performance P (P<D). As the difference between P and D increases, the driving workload increases, which causes the driver to feel that driving is difficult and thus he/she easily feels nervous. Additionally, the driver feels stressed within the area A₁, thus he/she easily feels fatigued. Therefore, it is not suitable for driving for a long time.

Within an area A₂ (e.g., point B₂), the driving performance P is higher than the driving demand D (P>D). As the difference between P and D increases, the driving workload decreases, which causes the driver to feel that driving is easy, thus he/she easily feels unsatisfied or bored. When the driver feels bored, he/she may perform a secondary task (i.e., an action/operation other than driving) such as being inattentive to the driving, be distracted and become less focused on driving, or be less motivated to drive. Thus, the driving performance may degrade.

On a straight line L and its peripheral area A₀ (e.g., point B₀), the driving demand D and the driving performance P are in balance (ideal state; P=D). In this balanced state, enjoyment and safety of the driving operation are obtained and reliability toward the vehicle is easily built.

Therefore, in this embodiment, when a relation point between the driving performance P and the driving demand D (a relationship between the driver and the traffic environment) is estimated to be located within the area A₁ or the area A₂, D (or P if needed) is adjusted to move this relation point into the area A₀. For example, in the case of the point B₁ (P₁<D₁), processing of reducing D and/or processing of increasing P is performed, and in the case of the point B₂ (P₂>D₂), processing of increasing D and/or processing of reducing P is performed.

In the reduction processing of the driving demand D, mainly the information-related factor Di and the autonomous driving factor Dd are increased. In the increase processing of the driving demand D, on the contrary, mainly the information-related factor Di and the autonomous driving factor Dd are reduced. In the increase processing of the driving performance P, the lowered amount of the driving ability caused by the physical factor Pp and the mental factor Pm is reduced, in other words, the amount of the driving performance P degraded by the physical factor Pp and the mental factor Pm is reduced.

Next, a configuration of the vehicle drive assistance system is described with reference to FIG. 3, which is a block diagram of the vehicle drive assistance system.

As illustrated in FIG. 3, a vehicle drive assistance system S includes an on-board controller 1 (ECU (Electronic Control Unit)), a vehicle sensor 3, an information presentation device 5, and a vehicle drive control system 7.

The on-board controller 1 includes a control unit 11, memory 13 and a communication unit (not illustrated), and controls the information presentation device 5 and the vehicle drive control system 7 based on sensor data acquired from the vehicle sensor 3. For example, the on-board controller 1 controls an engine output via the vehicle drive control system 7 based on an accelerator opening (sensor data).

The vehicle sensor 3 is comprised of various information acquiring devices. The vehicle sensor 3 includes an in-vehicle camera 3 a, a biological sensor, a microphone, an external camera, a radar, a navigation device, a vehicle behavior sensor, a driver operation detection sensor, an inter-vehicle communicator, and a vehicle-to-infrastructure communicator.

The in-vehicle camera captures images of the driver and other passenger(s) in the vehicle, and outputs in-vehicle image data.

The biological sensor measures a heart rate, pulse, sweat, electroencephalogram, etc. of the driver, and outputs biological data.

The microphone collects voices of the driver and the other passenger(s), and outputs voice data.

The external camera captures images of the front, left, right, and rear sides of the vehicle, and outputs external image data.

The radar emits radio waves, sound waves or laser light toward the front, left, right and rear sides of the vehicle, receives reflection waves from an object located around the vehicle (a preceding vehicle, another vehicle, a pedestrian, a fixed object on the ground, an obstacle, etc.), and outputs external object data of a relative position, relative speed, etc. of the object (e.g., a position, relative speed, etc. of the preceding vehicle).

The navigation device acquires the vehicle position information and outputs navigation data (a plurality of route information, route information selected by the driver, etc.) in combination with internal map information, and traffic jam information acquired externally, and input information (destination, way point, etc.).

The vehicle behavior sensor and the driver operation detection sensor include a speed sensor, a longitudinal acceleration sensor, a lateral acceleration sensor, a yaw rate sensor, an accelerator opening sensor, an engine speed sensor, an AT gear position sensor, a brake switch sensor, a brake hydraulic pressure sensor, a steering angle sensor, a steering torque sensor, a turn signal switch position sensor, a wiper switch position sensor, a light switch position sensor, interior and external temperature sensors, etc.

The inter-vehicle communicator and the vehicle-to-infrastructure communicator acquire communication data from other vehicles, and traffic data (traffic jam information, limit speed information, etc.) from the traffic infrastructure, and output them.

The information presentation device 5 includes a plurality of devices. The information presentation device 5 includes a navigation device 5A, an information display monitor 5B provided in an instrument panel, a HUD (Head-Up Display) 5C provided on a dashboard, a speaker 5D, a line-of-sight leading device 5E, a lamp provided to a meter, etc. The information display monitor 5B displays warning information, driving operation coaching information, driving operation advice information, etc. The HUD 5C displays projections of speed information and other information on a windshield. The speaker 5D outputs voice guidance according to output signals of the on-board controller 1 and an audio device. The line-of-sight leading device 5E leads the line of sight of the driver to an area far ahead of the vehicle.

The vehicle drive control system 7 controls an engine, a brake, and a steering device. In various autonomous drive assistance modes, the engine, the brake, and the steering device are automatically operated via the vehicle drive control system 7.

The autonomous drive assistance modes typically include a lane keeping assistance mode, an automatic speed control mode, and a preceding vehicle following mode.

In the lane keeping assistance mode, the steering device is automatically controlled to prevent the vehicle from deviating from a traffic lane.

In the automatic speed control mode, the engine is automatically controlled to keep the vehicle traveling at a given speed.

In the preceding vehicle following mode, the engine is automatically controlled to follow the preceding vehicle while keeping a given inter-vehicle distance. In this mode, the steering device is also automatically controlled so as to travel through the center of the traffic lane.

Next, a drive assist function of the on-board controller is described with reference to FIGS. 3 to 7. FIGS. 4 and 5 are diagrams of change tables, FIG. 6 shows views illustrating changes in a display mode of a navigation map, and FIG. 7 is a diagram illustrating line-of-sight leading processing.

The control unit 11 includes a P estimating module 21 (current driving ability estimating module), a D estimating module 22 (required driving ability estimating module), a changing module 23, and a processor 26. The processor 26 is configured to execute the P estimating module 21, the D estimating module 22, and the changing module 23 to perform their respective functions. These modules are stored in internal memory (e.g., memory 13) as one or more software programs. The memory 13 stores drive history data 24 and a change table 25. The drive history data 24 is accumulated data of the sensor data.

The P estimating module 21 estimates the current driving performance P (current driving ability) based on the drive history data 24. The D estimating module 22 estimates the driving demand D (required driving ability) based on the drive history data 24. The changing module 23 performs processing of increasing/reducing the driving demand D and the driving performance P based on the change table 25.

The P estimating module 21 typically evaluates operations of an accelerator, the brake and the steering device by the driver based on the drive history data 24 and calculates the driving skill factor Ps. It also calculates the degraded amount of the driving performance P (Pp, Pm) according to the state (physical and mental states) of the driver, and outputs a difference value between the calculated driving skill factor Ps and the calculated degraded amount as the current driving performance P. The method of calculating the respective factors is briefly described as follows.

For calculating the driving skill factor Ps, the sensor data of a vehicle speed, a longitudinal acceleration, a lateral acceleration, a yaw rate, the accelerator opening, an engine speed, an AT gear position, a brake switch, brake pressure, a steering angle, a steering torque. etc. is used. For example, each of acceleration stability, steering angle stability, vehicle speed stability, the brake timing, etc. is evaluated with a driving operation ideal model stored in the memory 13 and scored. The memory 13 constantly acquires the sensor data and updates the drive history data 24. According to this, the P estimating module 21 updates the driving skill factor Ps. Note that the driving skill factor Ps is not limited to be evaluated in the above method, and another evaluation method may be applied.

For calculating the physical factor Pp and the mental factor Pm, at least one of the in-vehicle image data, biological data and voice data at the calculation timing is used. For example, the P estimating module 21 analyzes face expression and attitude of the driver by the in-vehicle image data. Additionally, stress, a nervous state, a fatigue state, etc. are analyzed based on the biological data (pulse, heart rate, sweat, etc.). Moreover, the emotional analysis is performed using an endocrine model based on the voice data. By these analyses, the physical state (drowsiness, fatigue degree, physical state, etc.) and the mental state (attention state, awareness, emotion, stress level, driving motivation, excitement, nervousness, etc.) of the driver are evaluated so as to calculate the physical factor Pp and the mental factor Pm. Note that the physical factor Pp and the mental factor Pm are not limited to be evaluated in the above method, and another evaluation method may be applied.

For example, the P estimating module 21 detects an eyelid movement from the image data and determines whether the driver is feeling drowsy based on the position of the eyelid. If feeling drowsy, the physical factor Pp is set to a given value. Further, if the driver is determined to be in the nervous state based on the emotional analysis based on the voice data, the mental factor Pm is set to a given value.

The D estimating module 22 evaluates a current traffic environment based on the sensor data (Dt) and evaluates an amount of the driving demand D lowered by the currently-active drive assistance, and outputs a scored driving demand D.

For calculating the traffic environmental factor Dt, the D estimating module 22 analyzes the traffic amount, road structure, weather, traffic participants, traveling state, vehicle structure, vehicle performance described above regarding the traffic environment, and calculates evaluation values thereof.

For example, evaluation base information regarding the traffic amount is obtained from the traffic data obtained by the vehicle-to-infrastructure communicator. Evaluation base information regarding the road structure (e.g., traffic lane width), the traffic participants (existence, number, and type) is obtained from the external image data obtained by the external camera. Evaluation base information regarding the road structure is obtained from map information obtained from the navigation device. Evaluation base information regarding the traveling state (e.g., inter-vehicle distance) is obtained from external object data obtained by a radar. Based on these evaluation base information, the D estimating module 22 evaluates the traffic environment by using a traffic environment conversion table that is stored in the memory 13, and scores it.

Moreover, for calculating the information-related factor Di of the drive assistance factor Da, the D estimating module 22 evaluates the information presentation performed by each information presentation device 5 (e.g., whether presented, a presentation mode, presented information, a presented timing, a presentation frequency, and a presentation determination threshold), and calculates the scored information-related factor Di. The memory 13 stores an information conversion table in which the information presentation by each information presentation device 5 is scored. The D estimating module 22 refers to this information conversion table for the evaluation of the information-related factor Di.

Moreover, for calculating the autonomous driving factor Dd of the drive assistance factor Da, the D estimating module 22 evaluates one or more autonomous drive assistance modes that are currently activated, and calculates a scored autonomous driving factor Dd. The memory 13 stores an autonomous drive conversion table in which each autonomous drive assistance mode is scored. The D estimating module 22 refers to this autonomous drive conversion table for the evaluation of the autonomous driving factor Dd.

Note that the driving operation ideal model, the traffic environment conversion table, the information conversion table, and the autonomous operation conversion table are set so that enjoyment and safety in driving are obtained, and reliability toward the vehicle is built when the driving performance P and the driving demand D calculated in this manner are equal to each other.

The changing module 23 acquires the driving performance P from the P estimating module 21, acquires the driving demand D from the D estimating module 22, and performs the processing of increasing/reducing the driving demand D (and processing of increasing/reducing the driving performance P) based on the change table 25. For example, the changing module 23 outputs command signals to the information presentation devices 5, the vehicle drive control system 7, etc. corresponding to the respective processings. The change table 25 has a driving demand increase and reduction table 25A (FIG. 4) and a driving performance increase and reduction table 25B (FIG. 5).

As illustrated in FIG. 4, the driving demand increase and reduction table 25A is classified into increase processing (D UP) and reduction processing (D DOWN) of the driving demand D. Each class further includes small/middle class processes regarding “information-related,” “autonomous drive,” and “other.”

The information-related processing is “information-related drive assistance.” The increase processing performed by the information-related processing includes small class processings regarding “bird's-eye information presentation,” “information amount increase,” and “line-of-sight leading.” The reduction processing performed by the information-related processing includes small class processings regarding “local information presentation,” “information amount reduction,” and “line-of-sight leading.” Each of the small classes includes a plurality of processes. The increased or reduced amount of the driving demand D (the information-related factor Di or the autonomous driving factor Dd) by each processing is scored (not illustrated but examples of the general value are described in the middle classes). By performing the plurality of processes, the driving demand is reduced or increased by the amount corresponding to the total score thereof.

In the information-related processing, processing of facilitating or obstructing comprehension of the traffic situation by the driver is performed. Thus, the difficulty of the driver comprehending the traffic environmental situation is controlled and the driving demand D is increased/reduced accordingly. That is, while driving, the driver needs to instantly process necessary information. Therefore, when the information presentation is narrowed to required information for a driving operation concerned, since comprehending the situation becomes easy, the driving demand D drops (the reduction processing performed by facilitating comprehension of the traffic situation). On the other hand, when detailed information is presented, since comprehending the situation becomes difficult, the driving demand D rises (the increase processing performed by obstructing comprehension of the traffic situation).

The bird's-eye information presentation processing includes processing of controlling the navigation device 5A to display the map in a bird's-eye-view (remote view) presentation mode on a navigation screen. On the other hand, the local information presentation processing includes processing of controlling the navigation device 5A to locally display the navigation map. For example, as illustrated in FIG. 6, when the current map is displayed in an intermediate scale (see Part (B) of FIG. 6), the driving demand D is increased by reducing a display scaling level to display a wide area (display a bird's eye view; see Part (A) of FIG. 6), and the driving demand D is reduced, on the contrary, by raising the display scaling level to display a local area (display a local view: see Part (C) of FIG. 6). That is, it is evaluated that the degree of the drive assistance increases as the scale of the map shifts from the bird's eye view (detailed) to the local view (simplified). In the driving demand increase and reduction table 25A, the increase/reduction amount (score) of the driving demand D corresponding to the change of the display scaling level is defined.

Another example of the bird's-eye information presentation processing includes processing of controlling the navigation device 5A or other information presentation devices to display the following information in the bird's eye view: guidance for a traveling lane located ahead of a turn at an intersection guided in a route guidance; no intersection enlarged view in a route guidance at a right/left turn; a traveling lane guidance display on a list of traffic lanes; brief stop indication/railroad crossing indication/merge indication/lane reduction indication/frequent accident occurring point indication on guidance display; voice guidance for traffic jam information; voice guidance for multiple curve information, etc. By these processes, the information amount for the driver to process increases, and a demand for comprehending the situation increases. Note that the added information includes low priority information (e.g., traffic jam information).

Another example of the local information presentation processing includes processing of controlling the navigation device 5A or other information presentation devices to display the following information: an intersection enlarged view in a route guidance at a right/left turn; a complex intersection enlarged view; a grade-separated intersection enlarged view; a narrow road guidance display; an on-ramp image display, etc. By these processes, it becomes easy to comprehend the intersection and the road shape, and a demand for comprehending the situation (comprehending the shape) drops.

Still another example of the bird's-eye information presentation processing includes processing of controlling the navigation device 5A to change, on the navigation screen, the presentation mode of traffic information on a zone from a current position to an estimated arrival point after a set period of time (e.g., traffic jam state, estimated passing time, etc. of at each passing point). For example, it is extension processing of the current set period of time. Specifically, the presentation of traffic information for 60 minutes from a current time point is changed to presentation of traffic information for two hours. Still another example of the local information presentation processing is, contrary to the previous example, presentation processing of traffic information on a smaller zone. For example, the presentation of traffic information for 60 minutes from the current time point is changed to presentation of traffic information for 30 minutes.

The information amount increase processing includes processing of controlling the information presentation device 5 to perform the following processing, for example: turning on a given display lamp; switching a display mode of a given display device (from the simplified view to the detailed view); increasing a displayed number of continuous curves (displaying up to the second curve); and lowering a threshold for drive assistance alarm issuance. By these processes, the information amount for the driver to process and the number of confirmations (decisions, controls, etc.) increases. The drive assistance alarm suggests the driver to take a break based on a determination of fatigue and declined attentiveness of the driver by using the image data (in the processing described above, a determination threshold for fatigue or attentiveness declination is lowered), or informs of a vehicle approach from the rear side (in the processing described above, an approach determination threshold distance is extended).

The information amount reduction processing is processing of reducing the information presentation amount to the driver and includes processing of controlling the information presentation device 5 to perform the following processing, for example: turning off a given display lamp (an operation lamp of a driving skill evaluation device); changing the location of the information display from a meter panel to the HUD 5C; switching a display mode on a given display device (from the detailed display to the simplified display); and raising the threshold for the drive assistance alarm issuance. Note that the display mode switch includes stopping the information display itself and reducing the number of displayed information items. By these processes, the low priority information is no longer displayed and the information amount for the driver to process decreases. Moreover, by changing the display location from the meter panel to the HUD 5C, a demand for shifting the line of sight to the meter panel (looking down) drops.

Further, the line-of-sight leading processing is processing of controlling activation/deactivation of the line-of-sight leading device that promotes changing the viewing direction of the driver. By activating the line-of-sight leading device, comprehension of the traffic situation by the driver is facilitated. Note that the line-of-sight leading processing has an effect for reducing the driving demand D and enhancing the driving performance P.

As illustrated in FIG. 7, the line-of-sight leading device 5E is provided on a dashboard of a vehicle V and emits a spot light 9 a upwardly to generate a line-of-sight leading point (eye point) 9 b on a windshield 9. By viewing outside the vehicle through the line-of-sight leading point 9 b, the line of sight C of a driver E is led to a given position ahead of the vehicle (around 150 to 250 m, or 200 m, ahead of the vehicle). The generation position of the line-of-sight leading point 9 b is set according to the position (e.g., height position) of the eye of the driver E. Further, the on-board controller 1 may estimate the eye position based on the image data of the driver E obtained by the in-vehicle camera 3 a, and output a command signal so that the line-of-sight leading point 9 b is generated at a suitable position. In this case, the line-of-sight leading device 5E adjusts an emission angle of the spot light 9 a based on this command signal.

Generally, a driver with low driving skill has his/her line of sight at a position close to the vehicle (e.g., within 50 m ahead of the vehicle), and therefore, the level of comprehension of the traffic situation is low, and the understanding and time for responding to a change in the traffic situation is low and short, respectively. On the other hand, it is known that a driver with high driving skill has his/her line of sight to a far position from the vehicle (around 150 to 250 m ahead of the vehicle). With this line of sight, the traffic situation is easily comprehended and the driver reacts to the change in the traffic situation with sufficient understanding and time.

Note that the on-board controller 1 may calculate the line of sight based on the image data of the driver E obtained by the in-vehicle camera 3 a. In this case, when the line of sight of the driver E is detected at the close position, the on-board controller 1 causes the line-of-sight leading device 5E to emit the spot light 9 a. Further, in order to lead the line of sight to an even farther position in a stepwise fashion, the line-of-sight leading device 5E may change the emitting direction of the spot light 9 a in a stepwise fashion.

The autonomous drive processing is “autonomous drive assistance.” The autonomous drive processing includes processing of selectively implementing one or more of the plurality of autonomous drive assistance modes (the lane keeping assistance mode, the automatic speed control mode, and the preceding vehicle following mode) by the on-board controller 1. The driving demand D drops in this manner. On the other hand, the driving demand D is increased by deactivating the activated autonomous drive assistance mode. Generally, compared to the information-related processing and the other processing, the effect of the autonomous drive processing on the increase and reduction of the driving demand D is larger and the change amount (score) is larger.

Note that the autonomous drive assistance mode may include a hill-start assistance mode (prevent rolling to the opposite direction from a traveling direction when start traveling on a hill). Further, for example, in the automatic speed control mode, the driving demand D is increased by automatically raising the set speed, and the driving demand D is reduced by automatically lowering the set speed. In another example, to reduce the driving demand D, a determination threshold for executing a lane departure preventing control is changed so that it is executed when the vehicle is located far from a boundary of the traffic lane. On the other hand, to increase the driving demand D, the determination threshold is changed so that the lane departure preventing control is executed when the vehicle is located close to the boundary of the traffic lane.

The other processing includes processing of controlling the navigation device 5A to preferentially select a difficult route (e.g., with many curves) in the route search processing. The driving demand D increases in this manner. Further, the driving demand D may be reduced by causing the information presentation devices 5 to perform processing of performing voice guidance for the timing to change the traffic lane or processing of presenting guidance for taking a break suitably.

Moreover, as illustrated in FIG. 5, the driving performance increase and reduction table 25B is classified into increase processing (P UP) and reduction processing (P DOWN) of the driving performance P. The increase processing is, for example, processing of controlling the audio device to output music from the speaker to relax the driver, processing of controlling an air conditioner to release a flow of air with relaxing scent, processing of controlling the information presentation devices 5 to display or output an audio of a message suggesting the driver to take a break, processing of changing the seat position to lower the fatigue of the driver, etc. The reduction processing is not particularly specified. The increase of the driving performance P is achieved by cutting down the degraded amount caused by the physical factor Pp and the mental factor Pm.

Next, processing of the vehicle drive assistance system is described with reference to FIGS. 8 to 10. FIGS. 8 and 9 are charts illustrating the drive assistance processing, and FIG. 10 is a flowchart of the drive assistance processing.

FIG. 8 illustrates a situation where the reduction processing of the driving demand (“D DOWN” processing) is performed when estimated values of the driving performance P and the driving demand D are P₃ and D₃, respectively (P₃<D₃). The control unit 11 performs the reduction processing to balance out P₃ and D₃. Here, the information-related processing is preferentially performed over the autonomous drive processing. Note that when the driving demand cannot sufficiently be reduced by a plurality of combinable processings included in the information-related processing, one or more of the plurality of processings in the autonomous drive processing are selected.

Moreover, when the estimated value of the driving performance P is lower than a given threshold P_(th), (see FIGS. 8 and 9), the control unit 11 preferentially selects the line-of-sight leading processing over the local information presentation and information amount reduction processes. When the line-of-sight leading processing alone is insufficient for reducing the driving demand, another processing is additionally selected. The threshold P_(th) may be set to a value of the driving performance of a standard driver. The driver with low driving skill tends to have his/her line of sight at a position close to the vehicle. Therefore, the processing of leading the line of sight of the driver to the given far location (the line-of-sight leading processing) is more effective in reducing the driving demand compared to the processing of changing the information presentation mode of the information presentation devices 5 (the local information presentation and information amount reduction processings).

On the other hand, when the estimated value of the driving performance P is higher than the given threshold P_(th), the driving skill of the driver is estimated to exceed the standard level. Therefore, the control unit 11 suitably selects processing from the information-related processing without prioritizing the line-of-sight leading processing.

Further, FIG. 9 illustrates a situation where the reduction processing of the driving demand is performed when a difference between estimated values P₄ and D₄ (P₄<D₄) is large. The control unit 11 performs the reduction processing to balance out P₄ and D₄. Here, the reduction amount of the information-related processing alone is insufficient for reducing D₄ to be in balance with P₄. Therefore, in this case, the control unit 11 additionally performs the autonomous drive processing to reduce the driving demand even more so as to bring D₄ in balance with P₄. For this reason, in the situation of FIG. 9, the line-of-sight leading processing is preferentially selected, then the local information presentation and information amount reduction processings are selected next, and finally the autonomous drive processing is selected.

The on-board controller 1 (control unit 11) repeats the drive assistance processing illustrated in FIG. 10. First, the control unit 11 acquires the sensor data from the vehicle sensor 3 (S11), and estimates the current driving performance P and the current driving demand D based on the sensor data (S12). If the estimated P is in balance with D (S13: YES), the control unit 11 terminates the processing. Note that P being in balance with D includes a case where a difference between P and D is below a given value. For example, the control unit 11 may determine that P is in balance with D when the estimated values of P and D are within an area A₀ illustrated in FIG. 2.

On the other hand, if P is not in balance with D (S13: NO), the control unit 11 determines whether P is lower than D (S14). If P is lower than D (S14: YES), the control unit 11 selects suitable processing from the reduction processing of the driving demand (“D DOWN” processing) and performs it (S15). In this case, the information-related processing is preferentially selected over the autonomous drive processing. Moreover, in the information-related processing, the line-of-sight leading processing is preferentially selected over the local information presentation and information amount reduction processes. Note that if the line-of-sight leading processing is already performed, one of the local information presentation and information amount reduction processes that is not currently performed is selected according to a given degree of priority.

Whether D is reduced to be in balance with P by the selected reduction processing is determined (S16), and if P and D are in balance with each other (S16: YES, see FIG. 8), the control unit 11 terminates the processing. On the other hand, if D cannot be reduced to be in balance with P only with the information-related processing (and the other processing) (S16: NO), the control unit 11 suitably selects one or more of the plurality of processes in the autonomous drive processing and performs it so that D comes in balance with P (S17, see FIG. 9).

If P is higher than D (S14: NO), the control unit 11 suitably selects one or more of the plurality of processings in the increase processing of the driving demand (“D UP” processing) and performs it (S18). In this case, the information-related processing (the bird's-eye information presentation and information amount increase processes) is preferentially selected over the autonomous drive processing. Note that one of the bird's-eye information presentation and information amount increase processings which is currently selectable is selected according to a given degree of priority.

Whether D is increased to be in balance with P by the selected increase processing is determined (S19), and if D comes in balance with P (S19: YES), the control unit 11 terminates the processing. On the other hand, if D cannot be increased to be in balance with P only by the information-related processing (and the other processing) (S19: NO), the control unit 11 suitably selects one or more of the plurality of processes in the autonomous drive processing and performs it so that D comes in balance with P (S20).

In this manner, according to the changes in the traffic environment and the condition of the driver (the driving skill, the physical state, and the mental state), the driving demand D (and the driving performance P) is increased or reduced so that the driving demand D comes in balance with the driving performance P.

Next, effects of the vehicle drive assistance system of this embodiment are described.

The vehicle drive assistance system S of this embodiment includes the D estimating module 22 (required driving ability estimating module) configured to estimate the driving demand D (required driving ability) required for the driver E to drive the vehicle V based on the traffic environment around the vehicle and the drive assistance which is provided to the driver E, the P estimating module 21 (current driving ability estimating module) configured to estimate the driving performance P (current driving ability) of the driver E, and the changing module 23 configured to reduce the driving demand D by performing the reduction processing in which comprehension of the traffic environmental situation by the driver E is facilitated (information-related reduction processing) when the driving performance P is lower than the driving demand D.

In this embodiment, when the driving demand D exceeds the driving performance P, since the reduction processing of facilitating comprehension of the traffic environmental situation is performed, it becomes easy for the driver E to comprehend the traffic environmental situation. Therefore, the demand for comprehending the traffic environmental situation is reduced, and thus, the driving demand D drops. Since the driving workload decreases thereby, the driver E can focus on the driving operation of the vehicle. Thus, the driver E performs the vehicle driving operation with more focus in a traffic environment where a high workload is required, and as a result, the driving skill is enhanced.

Further, in this embodiment, the reduction processing includes the information amount reduction processing in which the information presentation amount to the driver E by the on-board information presentation devices 5 (navigation device 5A, information display monitor 5B, HUD 5C, speaker 5D, etc.) is reduced. In this embodiment, since the information amount for the driver E to process decreases, it becomes easy to comprehend the traffic environmental situation. The driving demand D drops in this manner.

Moreover, in this embodiment, the reduction processing includes the line-of-sight leading processing in which the line of sight of the driver E is led to the given position ahead of the vehicle (around 150 to 250 m or 200 m ahead of the vehicle) by the line-of-sight leading device 5E. Therefore, it becomes easy for the driver E to comprehend the traffic environmental situation. The driving demand D drops in this manner.

Further in this embodiment, when the driving performance P is lower than the given threshold P_(th), the changing module 23 preferentially performs the line-of-sight leading processing of the reduction processing, in which the line of sight of the driver E is led to the given position ahead of the vehicle by the line-of-sight leading device 5E. The driver E with relatively low driving performance P tends to have his/her line of sight at the close position (within 50 m ahead of the vehicle), and therefore, the driving demand D is effectively reduced by leading the line of sight. For this reason, in this embodiment, for the driver E with low driving performance P, the line-of-sight leading processing is preferentially selected.

Moreover, in this embodiment, when the driving performance P is lower than the driving demand D even after the reduction processing, the changing module 23 activates one or more autonomous drive control systems (one or more of the autonomous drive assistance modes) to further reduce the driving demand D. When the driving demand D does not drop to around the driving performance P by the reduction processing alone, this means that the driving demand D is extremely high. Therefore, in this embodiment, to prioritize the safety of the driver over enhancing the driving skill, the driving demand D is reduced even more by adding the autonomous drive assistance.

Furthermore, in this embodiment, the P estimating module 21 estimates the driving performance P of the driver E based on the drive history data of the vehicle and at least one of the physical and mental states of the driver.

It should be understood that the embodiments herein are illustrative and not restrictive, since the scope of the invention is defined by the appended claims rather than by the description preceding them, and all changes that fall within metes and bounds of the claims, or equivalence of such metes and bounds thereof, are therefore intended to be embraced by the claims.

DESCRIPTION OF REFERENCE CHARACTERS

1 On-board Controller

3 Vehicle Sensor

5 Information Presentation Device

5E Line-of-sight Leading Device

5 Vehicle Drive Control System

7 Windshield

9 a Spot Light

9 b Line-of-sight Leading Point

11 Control Unit

13 Memory

21 P Estimating Module (Current Driving Ability Estimating Module)

22 D Estimating Module (Required Driving Ability Estimating Module)

23 Changing Module

C Line of Sight

D Driving Demand

P Driving Performance

S Vehicle Drive Assistance System

V Vehicle 

What is claimed is:
 1. A vehicle drive assistance system, comprising: a processor configured to execute: a required driving ability estimating module to estimate a driver's driving ability required for driving a vehicle based on a traffic environment around the vehicle and drive assistance provided to the driver by the vehicle; a current driving ability estimating module to estimate a driver's current driving ability; and a changing module to reduce the required driving ability by performing reduction processing in which comprehension of the traffic environment by the driver is facilitated when the current driving ability is lower than the required driving ability.
 2. The vehicle drive assistance system of claim 1, wherein the reduction processing includes information amount reduction processing in which an information presentation amount to the driver by an on-board information presentation device is reduced.
 3. The vehicle drive assistance system of claim 1, wherein the reduction processing includes line-of-sight leading processing in which the driver's line of sight is led to a given position ahead of the vehicle by a line-of-sight leading device.
 4. The vehicle drive assistance system of claim 1, wherein when the current driving ability is lower than a given threshold, the changing module preferentially performs line-of-sight leading processing, in which the driver's line of sight is led to a given position ahead of the vehicle by a line-of-sight leading device, over other types of reduction processing, the line-of-sight leading processing being included in the reduction processing.
 5. The vehicle drive assistance system of claim 1, wherein when the current driving ability is still lower than the required driving ability after the reduction processing, the changing module activates one or more autonomous drive control systems to further reduce the required driving ability.
 6. The vehicle drive assistance system of claim 1, wherein the current driving ability estimating module estimates the current driving ability of the driver based on drive history data of the vehicle and at least one of a physical state and a mental state of the driver. 